Air-brake



(No Model.) 9 4 sheets-sheet 1'.

, C. R. JAMES.

AIR BRAKE.

No. 524,990. Pateted Aug. 2l, 1894.

Norms frans co. Puo'mumo.. WASNQNGTON, n. c,

4 Sheets-Sheet 2. C; R. JAMES.

AIR BRAKE (No Model.)

Patented Aug. 21, 1894.

Illllllilll plum een (No Model.)

4 Sheets-Sheet 3.

o. R. JAMES.

AIR BRAKE.

Patented Aug. 21, 1894.

ma pimms PETERS co4, PMomLn'Nu., wAsmNsTon. n. c.

(No Mqdel.) 4 Sheets-Sheet 4.

C. R. JAMES..

AIR BRAKE.

No. 524,990. Y Patented Aug. 2l, 1894.

iai/7 UNITED STATES `PATENT OFFICE.

CHRISTOPHER R. .IAMEsoF JERSEY CITY, NEW JERSEY.

AIR-BRAKE.

SPECIFICATION forming' part Of Letters Patent No. 524,990, dated August21, 1894. Application filed January 26, 1893- Serial No. 459,773- (Nomodel.)

To all whom t may concern: u

Be it known that I, CHRISTOPHER R. JAMES,

a subject of the Queen of Great Britain, and

a resident of Jersey City, in the county of Hudson and State of NewJersey, havein-v vented certain new'and useful Improvements A inAir-Brakes, of which the following is a specification. y

My invention consists in improvements in air brakes whereby the air maybe applied to the -brakes in a limited degree in the first place, and toa larger extent afterward' for graduating the effect, or when anemergency requires,\the brakes can beat once applied i with full force,or can have full force, after being applied as above, with directcommunication of both the brake cylinder and the auxiliary reservoir onthe car with the main reservoir and the pump on the locomotive, thushaving the advantage of full force at all `times if needed all ashereinafter fully deverse section of-part of the brake cylinder on linew w, Figs. 1 and 2, and end elevation of the brake valve. Fig. 4, is avertical longitudinal section through the duplex brake valve on line yy, Figs. 2 and 3 the parts being also in the normal positions. Fig. 5,is a section same as,Fig.4, but showing the opposite view and alsoshowing the secondary brake valve shifted to the right. Fig. 6, is asection same as Fig. 4, with the main brake valve shifted to the right.Fig. 7, is a sectional elevatiou through the engneers controlling valveon line z a, Fig. l. Fig. 8 is a section of the several Way cock of theengineers valve on the same line as Fig. 7, but

i showing the cock shifted to the position for applying the brakes bygradual or moderate action. Fig. 9, is a section of the cock in the sameplane when shifted to the position for applying the brakes with greatestforce as in an emergency.

' jrepresents the brake cylinder and lo repy resents the auxiliaryreservoir on the car, between which andthe primary brake valve `there iscommunication by the pipe Z. y The cock c has the straight-way passagem,

through it parallel withv the handle o; when the cock is in the middleposition, Figs. l and 7, said passage m opens direct communication fromthe main reservoir aintothe main train pipe f, the inlet to said passagebeing through the chamber n, of the auxiliary piston valve d, betweenthe large head o, and

the small head '19, of said valve, the former being to open and closethe exhaust passage q, to the chamber s, and the latter being on itsother side open tothe atmosphere att, to Aunderbalance the large headwhen pressure is equal in chambers n and s, and thereby open saidexhaust q. The cock c also has the branch passage u, communicating withpassage m, at ninety degrees thereto and to the rightof the handle; italso has the longitudinal central passage w, one end of which connectswith the straight way passage m, and the other end has an issue 0c, atthe side of the cock opposite to branch u, also issue in the directionof the handle; and midway of the passage 'w is a branch y openingthrough the side of the cock, said issue and branch y being in the sameplane as branch u; there is also the right angle passage z, above theupper extremity of the central passage w, one issue of which is at theside opposite the handle and communicates with Vchamber s, throughpassage a when the cock` is in the middle position, and the other issueis at thef right hand side thereof, and communicates at the same timewith the secondary train pipe g. There is a chamber b ICO (dotted) inthe cock case through which issue communicates with pipe g when thehandle is shifted to the right; there is also a passage y in the casemaking communication between main train pipe f and branch y of the cock,when the cock is shifted to the right hand, and also a passage z makingcommunication between issue a: of the cock and passage a', when the cockis shifted to the left. Branch fu., communicates with the main trainpipe f when the cock is shifted to the left, and with chamber'n when thecock is shifted to the right. The main train pipe is in communicationwith the gage c through the pipe c and the secondary pipe is incommunication with said gage through pipe d. The

*main brake valve has the large Ihead f in the chambery towhich airv isadmitted-from the controlling valve through-port if by the .main trainpipe f,- afnd' iny which :is al buffer @spring h Ito limit the shockwhen opening'. i This head f hasseveral small valves jfper.- mittingair-topass through to the chamber k Whichz-is in communication Withv theauxiliary lreservoir Zcf-through the @pipe Z. This cham'- --fxber lo"yis also in communicationwith dtheinz-teriorfof ,-theliollowA 'stem Z ofthe valve throughgthe small ports m'admitting a limitedquantity of air,and saidfcham'berv lo' is also in communication Withcham/ber n of the-secondaryfbrake valve through the passage .of cored-inthecase see Figs.2 and 5. At p `there are otherlarge ports'opening into the iu- Yteriorofthe hollow stem Z from an annular groove s. inthe exterior of thestemiwhich groove-is normally separatedfrom the cham- -ber Zo by the`head 15. At u is Ianother-annular groove in the exterior-of the valvestem Z-ffvvhich is Aseparated from `groove s Vbythe packed head'o andthe extremity of .the said .stem isseparated from groove 'ZZby the:packed which air is admitted in chamber fn? through secondary trainpipel g. and a small head g2 working in chamber 32,' which chamber s2 isin'communicationwith chamber' n or With exhaust port 72. according ashead g2 is shifted ytovone side or the other of said port Z2, saidhead-being shifted tothe right of said vport by air admitted. under the`large head k2 'th-rough the secondarytr'ain pipe g and port Z2; and tothe leftl by thepressure of air normally acting'on the other side andbeing adz-mi-tted thereto from chamber 7d through the v`cored passage o.

1 Theoperation is as follows: The cock c besaid valve to its normalposition Figs. 2, 4 and 5 opening exhaust port c2 and permitting the airto escape from the brake cylinder through portsz'3, 2 and jz for therelease of the brakes, the secondary train pipe g being partiallyexhausted through cock c and auxiliary valve d at .the moment ofsettingthe cock in the middle position so that the secondary valve returns tonormalvposition leaving exhaust ports 'Z2 andj2 open. yAt` the same timevalves j open I admittingl air to `chamber k and thence tothe;auxiliary-reservoir 7c, through the-pipe Z, land the lhollowtstern-of-said valve li-llsalso, throught-portsm,-ready for admittingairto the-brake cylinder again when the brakesare to be again applied.The maximum Apressure thenshowsron the gage-#bythe `hand represented-inWhite, both vpipev d Vand c being open thereto. Y

5 The secondary trainpipelis-vonly.- partially :exhausted asabo-vestated becausewhen-the pressurefallsfin chamber s,to a-'certainex- 'ftent it isoverbalancedfby the-pressure under head o, Which thenrises and cutsfoff further exhaust. t

, -Toapp'ly thebrakes with lmoderate effect thecock c is shiftedy tothe-left-hand from the .middleposition which/shuts oithe-supply of airthrough themain -pipe Iand-opens said .pipe to'chamber s of .fthe-.auxiliary piston valve d through-passages: u, w-'and yas seen in Fig. 8;the back pressure on `head 0, depressesit and opens-exhaustport q'through v which the air pressure is-soreduced in chamber g of main.brakevalve Zuthat air from the reservoir ZJ-takingeffecton'the otherside of head fuand closing valves jyshifts the vvalveto the right,opening brake cylinder port c? to. air from the-.hollow stem of theValve, which vbeing supplied lthrouglr'small ports n1/,takes `moderate-effect,but a little later head t of vthe stem rises into ,chamber -pipee. ln-this condition the air pressure is reduced in reservoir Zo by -thelamount admitted to the.I brakev cylinder, so' that When yanother'application `,of maximum Vforce may be required as often happensincasesof emergency it.v cannotbe' had', the' main trainpipe bei-nglshutoff.' =To overcome thisv difficulty 'andvenable full pressure1to-fberinstantlylet onto boththeauxilary reservoir-andthe brakepistonafter first application-asl above described, and also forapplication-"of maxi- IOO ICO

mum force in the iirst place when required, I have provided thesecondary brake valve, and secondary train pipe, and have con- Astructed the cock of the engineers valve in the relations thereto asbefore described, the operations of which are as follows: Whether thecock c be in the middleposition or in the left hand position as lastdescribed, it is shifted to the right hand position, in which positionboth the main train pipe f, and the secondary train pipe are open aswill be seen in Fig.` 9,

the one through passages u, w, y, and y; and

brake valve i and shifts it so as to open comf l munication with thebrake cylinder through cored passage o', chamber Maud ports' t2 t?, ande2 for air of full pressure both from the auxiliary reservoir la and themain train pipe f, thus applying maximum force at will.` `Return of thecock c to the middle position `opens secondary train pipe g throughpassages e', a. to chamber s, head o of auxiliary valve being depresseduntil the escape of the overbalanc# ing pressure in said chamber sthroughv exhaust port q reduces pressure under head 7c? of the secondarybrake valve which is then shifted back by pressure in chamber n', soVthat head g2 passes port i2 and opens the brake cylinder to exhaust"through port jz. `When this takes place further reduction of pressl iure and Waste of air from chambers n2 and s is -prevented by head o ofauxiliary valve d being overbalanced in chamber n so that it closesexhaust port q. y

It Will be seen that after Athe application of maximum force with directaction of air of the main reservoir through the instrumentality of thesecondary brake valve, as above described, and when through the checkingof the train the maximum force is no longer needed, the lesser forcebythe air of the auxiliary reservoir alone may be again applied throughthe primary valve alone as in the first instance. i y

The lever v has Uthe usual spring latch U2 Within it pivoted at U3 tolock it in position by engaging in stop holes o5, part of said leverprotruding at v4 to be depressed when the handle is grasped by theengineer to release the cock preparatory to shifting it.

The auxiliarypiston valve attachment to the several way cock of theengineers controlling valve, being claimed in another application filedby me August 10, 1893, Serial No. 482,833, is disclaimed in thisapplication.

I claimv l. The combination with the main reservoir brake cylinder andauxiliary reservoir, of the duplex brake Valve consisting of the mainvalve and connections, constructed as shown to apply the brakes by theair from said auxiliaryreservoir; and the secondary valve, and means toapply the air directly from the main reservoir to the brake cylinderthrough the main train pipe and at the same time to replenish saidauxiliary reservoir through the said main train pipe substantially asdescribed;`

2. The combination with the brake cylinder and auxiliary reservoir, ofthe duplex brakevalve consisting of thel main valve in communicationwith the main train pipe and the reservoir, and with the brake cylinder,and the secondary valve in communication with the secondary train pipe,and with the brake cylinder, and also with the main valve, to apply thebrakes by the' air of the auxiliary reservoir or by the air directfronithe main reservoir, or both, said main train pipe being in communicationwith the auxiliary reservoir and with the secondary valve through thevalved head of the mainvalve' substantially as described.

3. Thecombinationwith the brake cylin-V der, ofthe main brake valvehaving the'headf in the chambery', in communication with the engineers,controlling valve, the valves j in `said head opening into chamber cf,in communication With the auxiliary reservoir, the hollow'stem-of said`valve having the heads t', fu -and a2; contracted ports m for limitedinitial effect on the brake, larger ports p for the full eect-of theauxiliary reservoir thereon, and the port b2 in the endcommunicatingwith the brake cylinder, said stem also having the exteriorannular grooves p', u; said valve case having the ports c2 and e2substantially 4as described. 4. The combination of the secondary brake-valve having the head k2 in communication with the secondary trainpipe, on the larger side, and on theother side constantly incommunication with the` main train pipe and the auxiliary reservoirthrough passage 0'; also having the small head g2, with the ports 222, 3in communication with the brake cylinder portsand the exhaustl port j?,said passage o and ports 2 and i3 adapted to charge the brake cylinderwith full pressure from the main Vtrain pipe when the secondary trainpipe is opened to said secondary valve, and port y2 adapted to exhaustthe same when the pressure is reduced in said secondary pipesubstantially as described.

. 5. The combination of the secondary brake valve having the` head lo?in communication with the secondary train pipe on the larger side, andon the other side in communication with the main train pipe, and Withthe auxiliary reservoir through passage 0', also having the small headg2 with the ports 112, 3 and i2 and the main brake valve having theannu- 0' and ports i2 and 'i3 adapted to charge the brake cylinder withfull pressure from the IOC IlO

w'main train pipe when the secondary train `pipe-iss'openedzto saidlsecondary valveg and port j? adapted 4to exhaustv the'sam'e'When-.the

v pressure is'reduced'in:` said secondary -pipe substantially. asdescribed. r

6.' The duplexrbrake valveconsistingofrthemainbrakewalvefhavingthe'fhead f: inst-he chamber gv in communication'With`J the engi` neers controlling valve, the valves jfinfsaid headopening intochamberk in communication with the v auxiliary'reservoir;'2th e hollow stem of said valve having 'fthe vheads t', c. 'and` f ai;contracted ports/m," forlimitedsinitialfef- #feet-fon the -'br'ake,larger ports pf `yfor thefull leffect, ofzi ithe auxiliaryreservoir@pressure thereon, .andthe port'b2 inf the 'end communiii fcatingwithrithe brake cylinder; said'stem also s havin git-the 'exterior-Lannular grooves* s uf wand lp'erts'c2I 'and' e'waiid thesecondarybrakevalverhavingfthe'fhead ik? inscommunication Wi'thfthe'fsecondary trainpipe-aonfftheflarger side and fon fthefotheriside in commqnication rv'vith'ithemainV trairr pipeaand 'theyy auxiliary `reservoir through thepassageoi;said'second .ary-valvea'lsofhaving the small'hfeadfgg, ports ii?. and#y i3 in communicationtwithSthevbrake wvalvegand @theexhausts-port "jzgfsaid passage f oand-ports grand adapted to'rchargejthe :pipe istopen'ed" y-to1said?*secondaryvalve, rand y pressure fisrieducedl ins'aid=:secondaryfpipe substaniiallyas described. 7.` Thecombinationfwi'th'thezmain'andfsec;

i ond-aryttrain#pipesfand'the'.main:'andsecondaryrbrake'yalvesrespectivelycon-nected'with inI thefmiddlefpositionthedirect passage rm, V: communicating'with the-mainT4 reservoirland @main"trainf'pipaialso the exhaust passag'effor the said pipes, of theimproved air-:brakeicon- .trollingzvalve consisting ofy the" cock havingthe lsecondaryntrain pipeQalso, in'thepo'sition with. the main trainpipe; and the 1 part *then i atene hand of thesaid'fmiddlefpositionyhavfringfthe'exhaust :passages in communication :closin gthe-secondaryftrain pipe,l and'alsogin' *the positi'on'at'the other handof saidmiddle position havingpassages communicating with :thefmainreservoir. andmain' traino pipe, lfand 1 with 'saidV'reservoirI'andfsaid secondary train pipe substantially-ias described.

8. The improved air-brake controlling valveA consisting of the `cockhaving inthe middle lposition .the ,direct ypassage m, communicateingfwith themain reservoir andmaintrain pipe, also theV exhaustl'passage for the-second# aryv `trainL pipe, also, in the 'position atfone .hand-of( thesaidmiddle position having vthe exhaust kpassageVcommunicatingwithy the main train pipe and the/part thenclosing thesecondary train pipe, and alsogin'v the 'position 9 'Pheimprove'dairbrakccontrolling valve consisting of the-cock having ini` the' middlefpos'ition thefdirect passage' 'communicat- "ingy with 'thermain'reservoir'and* main'V train vpipegalso 5 the exhaustpassageforthesecondary-train f pipepalso` in thefp'ositiony fat'fone 1handffof the*said 'middlefp'osition' .f having the 'exhaust-:passagercommunicatingf'with `the ithe-othershandfofwsaidim'iddle' positionfhav-*in gf'passages:rcommu'nicatin g YWi thi-thel :main reservoir land`fit-hevmain-f trainf1pipe1 andi' Wi th isaidireservoirandsaid'fsecondaryjtrain I pipe and; theauxiliaryvalvelhavingftheklarge'r and "smaller lreadsbetween whiclristhe l communication o'ffthe'iniain reservoir and:v Vsaid pasffs'agemyofthe' cocks, andftherlargeriheadrcontrolsthe,exha-usts"of1themainfand-secondary"ztrainf'pipes',incombinationwithfthe main and `secondary trainpi'pes'zfan d-*biakev valves4 'subsistantia'lly as described.

' 10.-*'llhevl 'combination fiofliithefmain;brakesecondarytrain'pipe-adapted'to admit airto the"-` brake". di-rectlyfromfthe rmainfvres'ervoir 1 through '.thezl main:`trainrpipeffore'xcessive ac- I tion, and the: controllin gfvalvef-ha'vi'n g inthe position at one hand of fthe inidd-lefpositionthepassages controllingthe amain lvalve' for normalaction of'fthe brake-by=`airrfrom lthe .1auXiliary-reservoir,=and having,'vin the'positionfatztheJotherrendfofi theamiddlef-fposition the passagesycontrolling'the seconda-rybrake valve for fexcessiveaction *of-the brakeby fair fdirectly"fromLthe-main reservoir, said valve lha'ving -in the'middle position' thepasvsages releasing the 'brake substantially'asdelSigned* 'at New York city, intheY county and State oflNeW York; this13th-day :of January, A.v D."1893.

CHRISTOPHER R. JAMES.

Witnesses:

'Wa J. MORGAN, C; E. WHITNEY.

svalve, main'trainfpipe, auxiliary-reservoir'and fb1iake-1piston'-,'saidf' main valweand :auxiliary reservoir adapted' to-.fadlxnitair 'tolthe` brake 1 cylinder ffromfthe auxiliary reservoir fornoram'al.action; the-f seco'ndarylbrake valve, and

IIC

It is hereby certified that in Letters Patent No. 524,990, grantedAugust 21, 1894, upon the application of Christopher R. James, ofJvrseyrOity, New Jersey, for an improvement in Air-Brakes, an errorappears in the printed specification requiring the following correction,viz: In line 106, page 4, the word end should read hand,-

aud that the said Letters Patent should be read with this correctiontherein that the same may conform to the record of the oase in thePatent Office.

Signed, countersigned, and sealed this 4th day of September, A. D. 1894.

[SEAL] JNO. M. REYNOLDS,

Assistant Secretary of the Interior.

Countersigned:

S. T. FISHER, i

Acting Commissioner of Patents.

